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10-1) Which control column is directly connected to the spoilers?
The Captains (pilots) control wheel is directly connected to the spoilers (CFM Vol. II Chapter 10)
10-2) When are the outboard roll spoilers available?
By design, outboard spoiler operation is deactivated at airspeeds > 170 KIAS. The FCECU disables the outboard spoilers above 170 KIAS by shutting off extension pressure to the outboard system. When airspeed is reduced to <165 KIAS, the FCECU re-enables the outboard spoilers (CFM Vol. II Chapter 10)
10-3) What is the indication of an aileron cable jam?
If a mechanical jam develops anywhere else in the roll control circuits (i.e., not in the spoiler PCU linkage areas) it will result in both control wheels being jammed due to the fact that the aileron and spoiler control circuits are interconnected during normal operations (CFM Vol. II Chapter 10)
10-4) What action should be taken in the event of an aileron cable jam?
If a roll control jam occurs, the ROLL DISC handle, located in the right front corner of the center console, must be pulled out and rotated 90° (left or right). This disengages the roll spoiler system from the aileron system thereby isolating the jammed system from the operating system. The pilot with the un-jammed control wheel will have roll control and should take the appropriate action to maintain lateral control of the aircraft (CFM Vol. II Chapter 10)
10-5) What will be the result after the QRC items are complete following an aileron cable jam?
If the left control hand wheel is free only the roll spoilers are operational. Roll control forces will be low and the tendency to over control should be avoided. If the right control wheel is free only the ailerons are operational. In this second scenario, if the right control wheel is rotated more than 50° left or right from neutral in efforts to maintain a wings level attitude, it will result in the continuous illumination of both SPLR 1 and SPLR 2 switch lights. This excessive travel of the right control wheel is due to spoiler panels being stuck in an extended position. SPLR 1 and SPLR 2 switch lights must be pushed off. Pushing off SPLR 1 and SPLR 2 switch lights shuts off extension pressure to all spoiler PCUs allowing the affected spoiler(s) to retract (CFM Vol. II Chapter 10)
10-6) What are the indications of a spoiler cable jam?
If a PCU linkage jam develops on any of the four spoiler PCUs (i.e., linkage between the PCU and the spoiler clutch mechanism) it will be eliminated due to the design of the system. The spoiler clutch mechanism is designed to disengage in response to a spoiler PCU linkage jam, thereby maintaining roll control movement. A spoiler clutch disengagement (clutch release) is indicated in the cockpit by the continuous illumination of either the SPLR 1 switch light (i.e., inboard spoiler PCU jam) or the SPLR 2 switch light (i.e., outboard spoiler PCU jam) (CFM Vol. II Chapter 10)
10-7)
What control(s) do the gust-lock lock?
Aileron Gust Lock Mechanism (CFM Vol. II Chapter 10)
10-8) What controls the rate of pitch trim?
The FCECU control the elevator pitch trim (high rate or low rate) according to the airspeed of the airplane (CFM Vol. II Chapter 10)
10-9) What is the max airspeed to be flown with an ELEVATOR ASYMMETRY Caution light?
200 kts (CFM Vol. II Chapter 10)
10-10) How many PCUs control each elevator?
3 (CFM Vol. II Chapter 10)
10-11) How many hydraulic systems control each elevator?
3 (CFM Vol. II Chapter 10)
10-12) When does the ELEV PRESS caution light illuminate?
If the condition develops where the No. 1, No. 2, and No. 3 hydraulic systems are all supplying pressure to the elevator simultaneously (i.e., #3 Hydraulic Isolate valve fails open), it will result in the illumination of the ELEVATOR PRESS caution light (CFM Vol. II Chapter 10)
10-13) When does the ELEV FEEL caution light illuminate?
A position disagreement between the two elevator pitch feel units (actuators) or the loss of the FCECU’s ability to control or command a pitch feel actuator is indicated by the illumination of the ELEVATOR FEEL caution light. If one pitch feel actuator fails, the other actuator will operate normally. The FCECU detects the failed pitch feel actuator and holds it at its last valid position. The FCECU will continue to provide pitch commands to the operating actuator, but artificial feel will be degraded. With this caution light illuminated, airspeed should be reduced to maintain a maximum speed of 200 KIAS (CFM Vol. II Chapter 10)
10-14) What happens to the pressure to the rudder actuators as the airspeed increases?
Hydraulic pressure supplied to both rudder PCUs is regulated by the FCECU in response to airspeed inputs it receives. Rudder authority is limited as a function of airspeed to reduce excessive yaw rate. As airspeed increases, the FCECU reduces hydraulic pressure to the PCUs. This results in a reduction of rudder deflection in response to rudder pedal inputs. As airspeed decreases, the FCECU increases hydraulic pressure to the PCUs. This results in an increase of rudder deflection in response to rudder pedal inputs (CFM Vol. II Chapter 10)
10-15) What controls the pressure to the rudder actuator?
Hydraulic pressure supplied to both rudder PCUs is regulated by the FCECU in response to airspeed inputs it receives (CFM Vol. II Chapter 10)
10-16) What will happen if pressure is lost on one rudder actuator?
The RUD CNTRL caution light will illuminate when any of the following PCU pressure malfunctions occur, Both channels of the FCECU fail leaving it unable to control pressure to the rudder PCUs or, Both the No. 1 and No. 2 hydraulic systems fail or, The FCECU is receiving a significant disagreement in airspeed signals from the #1 and #2 ADUs (this condition will also result in an IAS MISMATCH message appearing on the PFDs and the illumination of four caution lights) (CFM Vol. II Chapter 10)
10-17) How is the trailing section of the rudder actuated?
It is geometrically geared (CFM Vol. II Chapter 10)
10-18) How is the fore section of the rudder actuated?
Hydraulically (CFM Vol. II Chapter 10)
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